Circulatory heating system for cars



3 'Sheets Sheet- 1.

(No Model.)

J. H. SEWALL.

GIROULATORY HEATING SYSTEM FOR CARS.

No. 393,035. Patented Nov. 20,1888...

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No. 393,035. Patented Nov. 20, 1888.

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CIRCULATORY HEATING SYSTEM FOR CARS.

No. 393,035. Patented Nov. 20, 1888.

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UNITED STATES PATENT rFicE.

JAMES H. SEWALL, OF PORTLAND, MAINE.

CIRCULATCRY HEATING SYSTEM FOR CARS.

SPECIFICATION forming part of Letters Patent No. 393,035, dated November 20, 1888.

Application filed November 2, 1887. Serial No. 254,056. (No model.)

.To aZZwhom iv may concern.-

Be it known that 1, Julius H. SEWALL, of Portland, county of Cumberland, State of Maine, have invented an Improvement in Girculatory Heating Systems for Cars, of which the following description, in connection with the accompanying drawings, is a specification, like letters on the drawings representing like parts.

This invention is an improvement upon Letters Patent No. 265,284, granted to D. D. and J. H. Sewall October 3, 1882, and has for its object to provide a circulatory heating system by which the water of condensation may escape irrespective of the position of the car. In practice much difficulty has been experienced in so arranging the steam-circulation pipes within a car that the water of condensation would escape, and yet none of the pipes be exposed to the cold air. In the patent referred to the circulation-pipes arranged at each side of the car are joined by a pipe which passes beneath the car, and this connecting-pipe being exposed so hastens condensation-that a rearrangement was absolutely necessary. It has also been found necessary in connection with a system of car-heating such as shown in the patent referred to to employ an auxiliary heater for each car, and therefore it has been deemed expedient to use the boiler of said reservoir as a receiver for the water of condensation, and as the position of a car varies on up and down grades and on curves it has been found that the water of condensation must escape from the circulationpipes at the center of the car.

The invention therefore consists in a circulatory heating system for cars, consisting of two pipes extending from the center of the car in opposite directions toward the ends thereof and inclining upwardly, one or more connecting-pipes connecting the outer or extreme ends of the two upwardly-inclined pipes, and V a receiver at the center of the car for receiving the water of condensation from the entire circulatory system; also, in a circulatory heating system for cars, two independent sets of circulation-pipes, one at each side of the car, each sethaving its lowermost pipes pitched and terminating at or near the center of the car, and connecting'pipes j oining each set with a single source of supply, all substantially as will be described.

In eiiectually carrying out this invention the apparatus shown in the application for Letters Patent, Serial No. 231,565, filed March 9, 1887, is employed, said application showing but not claiming the essential features of this invention.

Figure 1 shows in perspective the arrangement of circulation-pipes for the ear, together with a portion of the main steam-pipe and the controlling-valve and means for operating it, and an auxiliary reservoir; Fig. 2, a side ele-- vation of the controlling-valve; Fig. 3, a horizontal section of the controlling-valve shown in Fig. 2, taken on the dotted line 00 w,- and Fig. 4, a vertical section of the auxiliary reservoir or boiler, said figure also showing the controlling-valve, drip-passages, and steamtrap in their relative positions. Fig. 5 is an end view, partly in transverse section, of the circulation system, with the controlling-valve and reservoir, to show the relation of the pipes to the floor of the car, the latter being denoted by dotted lines.

The apparatus herein shown for conveying and controlling the supply of steam consists of a main steam-pipe, a, extending from end to end of the car, and which is adapted to be coupled to the next car or to the locomotive, the said pipe taking its supply either from the locomotive-boiler or from a boiler located at or near one end of the trainas, for instance, in the baggage-car, or from any other source.

A controlling-valve is located beneath each car of the train, and is connected with the main steam-pipe a by short pipes 2 2, (see Fig. 4,) which permit steam from the pipe at to enter the valve-case b of the controlling-valve through the port 3,and to leave the valve-case, returning to the pipe at through the port 4. The valve-case b is also provided with openings 5 5 6 6 at its sides, into or around which are connected the pipes 9 9 10 10, forming a part of the circulation-pipes O,arranged within the car. Two disks, (1 d, are secured to the single valve-stem d arranged horizontally Within the valve-case, and which extends through a suitable stuffing-box placed at one end of the said case, the outer end of the said stem, as 01, having a series of teeth, which are engaged by the teeth of a sector, d secured to the upright shaft d, which passes upward through the floor of the car, and is provided with a square end, by which it may be turned to move the valve-stem and its attached disks back and forth.

The disks (1 (1, when in one position, as shown in full lines, Fig. 3viz., the disk (1 being between the two ports 3 4 and the disk (1 outside of or beyond the ports 5 5-permits a free passage for the steam from the main steam-pipe through the port 3 and ports 5 5 to the circulation-pipes, returning to the main steam-pipe through the ports 6 6 and the port 4. When the disks are in their other position, as shown in dotted lines, Fig. 3viz., the disk at being between the port 4 and the ports 6 6 and the disk d between the port 3 and the ports 5 5the steam from the main steampipe a enters the valve-case through the port 3 and passes out or returns to the pipe a through the port 4, thereby shutting off the steam from I the circulating-pipes, while in either position of the disks the steam will be permitted to pass onward to the next car of the train. The valve-case is also provided with openings 7 8 (see dotted lines, Fig. 3) for the drip pipes or passages ff, and a stop, 6, projects inwardly from one end of the valve-case, that limits the movement of the disks in one direction to prevent the opening S, as well as theport 3, from being closed. I

An arm, 20, is secured to the outside of one end of the valve-case, the outer end of said arm entering a slot, 21, (see dotted lines, Fig. 3,) cut in the stem (P, the said arm 20 serving to limit the movement of the disks in the opposite direction.

An auxiliary reservoir or boiler is placed beneath the controlling-valve, into which the drip-passages f f lead, said boiler consisting of a tapered outer shell or case, i, and a fire-pot, 6', contained within it ofsimilar shape, but of less dimensions, so as to leave a suflicient water-space between the walls of the firepot and the outer-shell for aquantity of water.

The fire-pot t" is closed at the top, and the outer shell, i, is extended upward and closed at the top to'form a reservoir communicating with the fire-space and around the fire-pot, which reservoir is intended at all times to be partially filled withwater. Two gage-cocks, i i, are connected with the shell or reservoir 1' above and below the level of the water contained in. the reservoir. The drip-pipe f enters the top of the reservoir i, and the drippi pc f extends downward and enters thelower end of the reservoir i. The drip-pipe f is provided with a steam-trap, t, of any suitable eonstructioinata pointwhich it is desired shall be the level of the water contained in the res ervoir i, so that any surplus water may be automatically removed. The drip-pipe f at its lower end is provided with a cock, t, which may be employed when desired to remove the water contained in the reservoiras, for instance, in freezing weather. I

A combustion-chamber, 1). surrounds the shell or reservoir i, and the fire-pot 11 is connected with the combustion-chamber by short pipes 10 near the top of the fire-pot.

The fuel is received in the fire-pot through the door The smoke from the combustionchamber 1) passes out through the smoke flue -or pipe 1)".

The entire auxiliary boiler thus described may, and preferably will,be inelosed in ashell or case, 13. (See Fig. 1 and dotted lines, Fig. 4.) It will thus be seen that the steam from the main steam-pipe may pass on from car to car when the inlet to the circulation-pipes is cl osed,and when said inlet is opened the steam may also pass on from car to car, but through the circulation-pipes.

The circulation-pipes O for each car comprise two independentsets of pipes, each eonsisting of two upwardly-inclined pipes, w, extending from at or near the center of the car to the opposite ends thereof, and one or more connecting-pipes, as to, herein shown as three in number, connecting the outer ends of the inclined pipes w. The inner ends of the inclinedpipes w, extending lengthwise of the car, are connected by slightly-inclined transverse pipes 10 with short vertical pipes w, which latter are connected by the short pipes 9 9 and 10 10 with the controlling-valve. This controlling-valve is beneath the floor of the car,at or near the center of the latter, and the vertical pipes 10 are of the proper length to bring the transverse connecting-pipes 20 above the floor of the ear, and thus the entire pipe system (excepting the pipes 9, 10, and w, which are so short and so near the controlling-valve that they offer but little exposure and are always hot) is within the ear, and will therefore not be so exposed to the cold as to produce much condensation.

In the heating system shown by the Sewall patent, No. 265,284., hereinbefore referred to,

no water reservoir or auxiliary heater located at the center of the car was employed, and the transverse pipes were mainly below the bottom of the car,and were therefore exposed to the cold.

The inclined pipes w,terminating, as will be seen, at the center of the car, provide an escape for the water of condensation contained within the circulation-pipes irrespective of the position of the car, and said water of condensation is delivered into the auxiliary boiler,

which, it will be understood, is employed when desired as a heater to generate steam when the main supply-pipe is shut off, and by employing two sets of circulation-pipes, as shown, no connecting pipe or part of the heating-pipes is exposed to the cold atmosphere to hasten the accumulation of water of condensation.

I claim A circulatory heating system for cars, consisting of a reservoir or receiver at or near the culation-pipes, one at each side of the ear,

each set having two lower pipes, w, inclined from their inner ends (which are near the center of the car) upwardly toward the ends of the ear, transverse inclined pipes 10', arranged above the floor of the car andconnccted with the inner ends of the said lower inclined pipes, w. a controlling valve or cylinder, and pipes w, 9, and 10, forming connections between the said transverse pipes and the said reservoir or receiver, each of the said sets of circulationpipes comprising one or more connectingpipes, 11:, joining the outer or upper ends of the said lower inclined pipes, w, with each I 5 other, substantially as set forth.

In testimony whereofI have signed my name to this specification in the presence of two subscribing witnesses.

JAMES H. SEWALL.

WVitnesses:

FREDERICK V. CHASE, Jos. T. WOODWARD. 

